EP3463940A1 - Verfahren und steuervorrichtung zum steuern zumindest eines schwingungsdämpfers eines kraftfahrzeugs - Google Patents
Verfahren und steuervorrichtung zum steuern zumindest eines schwingungsdämpfers eines kraftfahrzeugsInfo
- Publication number
- EP3463940A1 EP3463940A1 EP17725249.1A EP17725249A EP3463940A1 EP 3463940 A1 EP3463940 A1 EP 3463940A1 EP 17725249 A EP17725249 A EP 17725249A EP 3463940 A1 EP3463940 A1 EP 3463940A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- tire
- signal
- class
- vibration damper
- control device
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000000034 method Methods 0.000 title claims abstract description 25
- 230000001133 acceleration Effects 0.000 claims description 11
- 230000001419 dependent effect Effects 0.000 claims description 3
- 230000006870 function Effects 0.000 description 10
- 230000006978 adaptation Effects 0.000 description 3
- 239000006096 absorbing agent Substances 0.000 description 2
- 230000006835 compression Effects 0.000 description 2
- 238000007906 compression Methods 0.000 description 2
- 238000010276 construction Methods 0.000 description 2
- 238000011161 development Methods 0.000 description 2
- 230000018109 developmental process Effects 0.000 description 2
- 230000035939 shock Effects 0.000 description 2
- 239000000725 suspension Substances 0.000 description 2
- 238000013528 artificial neural network Methods 0.000 description 1
- 238000013016 damping Methods 0.000 description 1
- 230000006735 deficit Effects 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 238000012544 monitoring process Methods 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/06—Characteristics of dampers, e.g. mechanical dampers
- B60G17/08—Characteristics of fluid dampers
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/018—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the use of a specific signal treatment or control method
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/10—Acceleration; Deceleration
- B60G2400/102—Acceleration; Deceleration vertical
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/10—Acceleration; Deceleration
- B60G2400/104—Acceleration; Deceleration lateral or transversal with regard to vehicle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/50—Pressure
- B60G2400/52—Pressure in tyre
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/90—Other conditions or factors
- B60G2400/94—Deformation of a vehicle part
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2500/00—Indexing codes relating to the regulated action or device
- B60G2500/10—Damping action or damper
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
- B60G2600/04—Means for informing, instructing or displaying
- B60G2600/042—Monitoring means
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/90—System Controller type
- B60G2800/91—Suspension Control
- B60G2800/916—Body Vibration Control
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/90—System Controller type
- B60G2800/984—Tyre Pressure Monitoring Systems
Definitions
- the invention relates to a method for operating a control device for a chassis of a motor vehicle.
- a control signal for setting a damper hardness of at least one vibration damper of the landing gear is generated.
- the invention also includes the control device for controlling the at least one vibration damper.
- a control device can set a respective damper hardness of at least one vibration damper of the chassis of the motor vehicle, depending on a current and / or planned (future) dynamic driving situation, in order to reduce, for example, a roll motion of the motor vehicle during cornering.
- damper hardness is often adapted to summer tires and developed for them, since it comes in the summer due to the often good road conditions in the most extreme driving situations in which the setting of the damper hardness is particularly advantageous or effective.
- performance losses occur correspondingly in the area of lateral dynamics.
- a method for recognizing a tire type is known. For each type of tire, a characteristic tire characteristic map is stored and measured during a driving operation of the motor vehicle, the properties of a currently installed tire. By comparing the measured tire properties with the maps, the current installed tire type can be determined. Subsequently, a vehicle system can be informed about the installed tire type.
- a disadvantage of this method is that in each case one characteristic field is required for a large number of different tires and one of the characteristic diagrams must then be selected on the basis of measured values, which can lead to misjudgments due to measurement inaccuracies.
- a 1 a method for determining a road friction coefficient is known, wherein possible road friction coefficients are classified into friction coefficient classes.
- the tire of the motor vehicle used in carrying out the method is also taken into account.
- the object of the invention is to adapt a control behavior of a semi-active chassis to the tires installed in the chassis.
- the invention provides a method for operating a control device for a chassis of a motor vehicle.
- the control device receives a situation signal which signals a predetermined, current and / or planned (future) driving-dynamic situation.
- a driving-dynamic situation in particular a cornering (i.e., a steering operation) and / or a vertical acceleration of the motor vehicle is signaled.
- a respective actuating signal for adjusting the damper hardness is generated for at least one vibration damper of the chassis.
- Another name for vibration damper is also strut or shock absorber.
- the actuating signal is transmitted to an actuating unit of the respective vibration damper.
- a position of a control valve of the respective vibration damper is adjusted by means of the control signal.
- the control valve for example, a flow-through cross-section for a fluid of the vibration damper can be set and thereby a rate of change with which, for example, a piston can be moved in a cylinder can be determined.
- the actuator can set a field strength of a magnetic field.
- At least one configuration value for configuring a force build-up effected by means of the set damper hardness is used to generate the respective control signal.
- the force build-up describes the time course of the force generated by the vibration damper.
- the force build-up on the tire can be adapted in this case.
- characteristic values can be provided, for example, in the form of a characteristic curve or a characteristic field.
- the at least one configuration value is constant in the prior art, ie set to a fixed value, which may be tuned in the said manner, for example, to summer tires.
- the tire change is signaled by a class signal.
- the class signal indicates a respective tire class of a tire held by the respective vibration damper. Unlike in the prior art, therefore, the tire is not described in detail, for example by a characteristic, but different types of tires are summarized in classes or grid.
- a tire class may therefore include several types of tires or tire products.
- the class signal is received by the controller. Said at least one configuration value for the control signal of the vibration damper, by which the force buildup is determined, is set by the control device in dependence on the class signal of the tire. One thus avoids configuration values describing a specific type of tire.
- a gradual adaptation of the configuration value takes place as a function of the determined tire class. This avoids having to define configuration values for a plurality of different types of tires, and then, when estimating or determining the type of tire due to estimation errors, the wrong characteristic is selected. It is preferably provided that only two or three or four or five or six different tire classes are provided. This results in estimating the tire class for robust or reliable estimation results.
- the invention also includes advantageous developments, the characteristics of which provide additional advantages.
- an amount of the force generated by the vibration damper can be determined. It is preferably provided that the at least one configuration value defines a time profile of a transverse force structure caused by the actuating signal.
- the lateral force build-up is the change in cornering force or lateral force generated by the tire during cornering or lateral gust. The faster the damper hardness is increased, the faster it is Shear structure. By setting the time course of the damper hardness so also the time course of the transverse force structure is adjusted accordingly.
- the lateral force structure is decelerated because the motor vehicle initially performs roll motion, as in the case where a larger second damper hardness is set at the same time, so that instead of rolling, a lateral force acts on the tire is transmitted.
- the class signal may, in a simple case, signal that the tire class is a summer tire or a tire class other than a summer tire. In other words, in this case, only two tire classes are used. In the said manner, however, more than two classes of tire may be provided, which are e.g. Winter tires and / or all-season tires may include.
- an operating device is provided in the motor vehicle and the class signal is received from the operating device at which the tire class is received as user input.
- a class signal may also be received, for example, from an RFID (Radio Frequency Identification) transmitter of the tire.
- RFID Radio Frequency Identification
- Such an RFID signal generator may for example be part of a TPMS (tire pressure monitoring system) of the tire. This can automate the detection of the tire class, i. without any intervention by a user.
- the class signal for at least one tire may be received from an estimator for estimating the tire class.
- the estimating device comprises an observer function which determines an estimated value of a driving-dynamic variable, in particular a lateral acceleration, and compares it with a measured value of this driving-dynamic variable.
- an observer function can be provided, for example, by a Luenberger observer or a Kalman filter or an artificial neural network.
- An observer function determines, as a function of, for example, a steering signal an estimated value for the dynamic driving quantity, for example the lateral acceleration, and uses a model for a vehicle dynamic behavior of the motor vehicle.
- the tire class is determined accordingly, ie the model parameter for the tire is adapted.
- a model is provided in particular in the form of the so-called single track model, by means of which the driving dynamics behavior of a motor vehicle can be described sufficiently accurately in connection with the invention.
- the estimated value is thus determined by means of the one-track model, which has at least one model parameter dependent on the tire class.
- the single-track model is adjusted so that a different estimate results.
- control device for controlling the at least one vibration damper of the motor vehicle also belongs to the invention.
- the control device has a processor device which is set up to carry out an embodiment of the method according to the invention.
- the processor device can have at least one microprocessor and / or at least one microcontroller.
- the processor device may have a program code which is set up to execute an embodiment of the method according to the invention when executed by the processor device.
- the program code may, for example, be stored in a data memory of the processor device.
- the exemplary embodiment explained below is a preferred embodiment of the invention.
- the described components of the embodiment each represent individual features of the invention that are to be considered independently of one another, which also each independently further develop the invention and thus also individually or in a different combination than the one shown as part of the invention.
- the described embodiment can also be supplemented by further features of the invention already described.
- the figure shows a motor vehicle 10, which may, for example, be a motor vehicle, in particular a passenger car.
- the motor vehicle 10 may have a chassis 1 1, in which by struts or vibration 12th in each case a wheel 13 with a tire 14 can be resiliently mounted or held.
- Each vibration damper 12 may include an actuator 15, which may include, for example, a control valve.
- Each actuator unit 15 sets a damper force or damper hardness as a function of a respective control signal 16. This results in a compression speed and / or a compression travel in a driving dynamic process, for example, a cornering at a given speed.
- Each control signal 16 can be generated by a control device 17 of the motor vehicle 1.
- Each control signal 16 can be adjusted depending on a situation signal 18.
- An example of a situation signal 18 is a steering signal indicative of, for example, a steering angle of a steering wheel 19, such as may be generated or detected on a handlebar 20 of the steering wheel 19 by a steering angle sensor 21. By the steering signal thus cornering of the motor vehicle is described.
- Another example of a situation signal is an actuation signal of a brake or an acceleration signal of an acceleration sensor (not shown), which describes a vertical acceleration and / or lateral acceleration of a body 22 of the motor vehicle 10.
- a situation signal 18 is a steering maneuver signal, such as may be generated by a driver assistance system for a scheduled driving maneuver, such as may be provided in an automated evasive maneuver. If the driving maneuver is a cornering, a planned cornering is signaled accordingly as a planned driving dynamic situation.
- a hardness of the tires 14 may be taken into account, for example a force characteristic which describes the side force structure and describes, for example, a relationship between wheel force (vertical load of the tire) and side force.
- the property of the tire 14 depends in particular on whether it is, for example, a summer tire, a winter tire or an all-season tire. Accordingly, a characteristic 23 may be provided in the control device 17 for each of these tire classes.
- the characteristic curves 23 each represent a plurality of characteristic values for configuring a force buildup, in particular a transverse force, effected by means of the set damper hardness. Which characteristic curve 23 is currently used can be defined in the control device 17 as a function of a class signal 24.
- the class signal 24 can be received, for example, from an operating device 25, at which a user of the motor vehicle 10 can select a respective tire class K1, K2, K3 of the tires 14, for example in an operating menu 26.
- the operating device 25 can be, for example, an infotainment system (information entertainment system) of the motor vehicle 10.
- the tire class is self-learning detected or adjusted by means of an observer function 27 within the control device 17 or (not shown) in another control device.
- the observer function 27 can use a digital vehicle dynamics model, in particular a single-track model 28, in the manner described. So it can be seen that, for example, no summer tires are installed, but winter tires or all-season tires or performance summer tires (for example, Semislicks).
- a controller of the control device 17 can be configured and then a force build-up on the vibration dampers 12 can be configured, in particular in transverse dynamic processes.
- the semi-active chassis 1 1 gives the possibility to select in the semi-active chassis 1 1 not only for a specific, fixed tire class, for example, summer tires, the control signal, but also a winter tire mode or a mode for all-season tires or performance tires to select reacts within the damper control on the different force buildup in the tires of different tire classes.
- the overall performance of the damper control can also be optimized or adapted when installing other tire classes.
- the adaptation results, for example, in a lower roll behavior than in the case in which the tire class is based on summer tires if winter tires or another tire class is used.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102016209929.9A DE102016209929B4 (de) | 2016-06-06 | 2016-06-06 | Verfahren und Steuervorrichtung zum Steuern zumindest eines Schwingungsdämpfers eines Kraftfahrzeugs |
PCT/EP2017/062388 WO2017211583A1 (de) | 2016-06-06 | 2017-05-23 | Verfahren und steuervorrichtung zum steuern zumindest eines schwingungsdämpfers eines kraftfahrzeugs |
Publications (2)
Publication Number | Publication Date |
---|---|
EP3463940A1 true EP3463940A1 (de) | 2019-04-10 |
EP3463940B1 EP3463940B1 (de) | 2022-04-20 |
Family
ID=58765842
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP17725249.1A Active EP3463940B1 (de) | 2016-06-06 | 2017-05-23 | Verfahren und kraftfahrzeug mit einer steuervorrichtung zum steuern zumindest eines schwingungsdämpfers des kraftfahrzeugs |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP3463940B1 (de) |
CN (1) | CN109311361B (de) |
DE (1) | DE102016209929B4 (de) |
WO (1) | WO2017211583A1 (de) |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN111338208B (zh) * | 2020-03-02 | 2022-05-20 | 南京林业大学 | 一种车辆侧倾和平顺性协调控制方法 |
CN111703268B (zh) * | 2020-06-22 | 2021-09-14 | 中国第一汽车股份有限公司 | 一种基于车身姿态调节的阻尼可调悬架的控制方法 |
Family Cites Families (18)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
IT1223919B (it) * | 1988-11-18 | 1990-09-29 | Leonardo Fioravanti | Procedimento e sistema per la rilevazione delle impronte di appoggio dei pneumatici di un autoveicolo particolarmente per l'ottimizzazione automatica del comportamento del l'autoveicolo |
DE4112738C2 (de) * | 1991-04-18 | 2001-10-31 | Bayerische Motoren Werke Ag | Vorrichtung und Verfahren zur Steuerung und/oder Regelung von Kraftfahrzeugsystemen |
DE4126078A1 (de) * | 1991-08-07 | 1993-02-11 | Fichtel & Sachs Ag | Einrichtung zur querbeschleunigungsabhaengigen beeinflussung einer fahrzeugkomponente |
JPH0747829A (ja) * | 1993-06-01 | 1995-02-21 | Toyota Motor Corp | 減衰特性制御装置 |
JP3150893B2 (ja) * | 1996-01-12 | 2001-03-26 | 住友ゴム工業株式会社 | タイヤ識別方法および装置 |
JP3544149B2 (ja) * | 1998-07-09 | 2004-07-21 | 住友ゴム工業株式会社 | タイヤ識別装置および方法 |
JP2000318416A (ja) * | 1999-03-05 | 2000-11-21 | Toyota Motor Corp | 車両特性検出装置及びこの装置を搭載する車両の制御装置 |
DE10010306A1 (de) * | 2000-03-06 | 2001-09-13 | Porsche Ag | Verfahren zur Bestimmung des Kraftschlußpotentials eines Kraftfahrzeuges |
DE10120918B4 (de) * | 2001-04-27 | 2011-05-05 | Continental Aktiengesellschaft | Elektrisch verstellbare, semiaktive Dämpferregelung |
US20050234620A1 (en) * | 2002-09-05 | 2005-10-20 | Continental Teves Ag & Co. Ohg | Method for controlling and adjusting digitally or analogically adjustable shock absorbers |
EP1646516B1 (de) | 2003-07-08 | 2010-09-29 | Continental Teves AG & Co. oHG | Verfahren zur erkennung des am fahrzeug installierten reifentyps |
DE102005014237A1 (de) * | 2005-03-30 | 2006-10-05 | Daimlerchrysler Ag | Vorrichtung und Verfahren zur Beeinflussung der Dämpfungskraftcharakteristik einer Fahrwerksaufhängung eines Kraftfahrzeugs |
WO2008092003A2 (en) * | 2007-01-25 | 2008-07-31 | Honda Motor Co., Ltd. | Vehicle systems control for improving stability |
DE102009041566B4 (de) | 2009-09-15 | 2022-01-20 | Continental Teves Ag & Co. Ohg | Verfahren zur Klassifizierung des Fahrbahnreibwerts |
KR20120008119A (ko) * | 2010-07-16 | 2012-01-30 | 주식회사 만도 | 전자제어 현가장치 및 그 현가 제어 방법 |
DE102014204519A1 (de) * | 2013-04-08 | 2014-10-09 | Ford Global Technologies, Llc | Vorrichtung und Verfahren zur proaktiven Steuerung eines Schwingungsdämpfungssystems eines Fahrzeugs |
JP6275416B2 (ja) * | 2013-08-30 | 2018-02-07 | 日立オートモティブシステムズ株式会社 | 車両挙動制御装置 |
DE102014008500A1 (de) * | 2014-06-09 | 2015-12-17 | Nira Dynamics Ab | Reifenklassifizierung |
-
2016
- 2016-06-06 DE DE102016209929.9A patent/DE102016209929B4/de active Active
-
2017
- 2017-05-23 CN CN201780033459.3A patent/CN109311361B/zh not_active Expired - Fee Related
- 2017-05-23 WO PCT/EP2017/062388 patent/WO2017211583A1/de unknown
- 2017-05-23 EP EP17725249.1A patent/EP3463940B1/de active Active
Also Published As
Publication number | Publication date |
---|---|
CN109311361B (zh) | 2022-04-15 |
DE102016209929B4 (de) | 2020-06-04 |
DE102016209929A1 (de) | 2017-12-07 |
WO2017211583A1 (de) | 2017-12-14 |
EP3463940B1 (de) | 2022-04-20 |
CN109311361A (zh) | 2019-02-05 |
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